Combustion engine inlet manifold



June 1953 J. HALTENBERGER COMBUSTION ENGINE INLET MANIFOLD 2Sheets-Sheet 1 Filed Oct. 20, 1949 zlllrl/llllllllw ll ll llllllll l I lll l I l l l l|l.

J. HALTENBERGER COMBUSTION ENGINE INLET MANIFOLD June 2, 1953 2Sheets-Sheet 2 Filed Oct. 20, 1949 Patented June 2, 1953 UNITED STATESPATENT OFFICE COMBUSTION ENGINE INLET MANIFOLD Jules Haltenberger,Rancho Santa Fe, Calif. Application October 20, 1949, Serial No. 122,474I (Cl. 12352) 4 Claims.

In automotive vehicle constructions there is a recent trend towardsgasoline economy, as exemplified by constantly increasing enginecompression ratios, this, primarily to counteract the loss ofgasoline'economy caused by the adoption of automatic transmissions ofthe hydro-chinetic or torque converting type. Automatic transmissions,in constant power engagement with the engine from the idling stage tothe optimum power or torque transfer, demand perfect engine idling,smooth engine power-flow at engine acceleration, smooth power-flow atde-celeration to assure good idling for the repetition of this cycle.

The present day automotive engines are all of the in-line type havin 4,6, or 8 cylinders (V-8, in realty is composed of two 4 cylinder engines,operating on identical crankshaft) and are served by a single carburetorand'a single inlet manifold unit. When the inlet pipe length to theinner cylinders is at great variance from the lengths of pipes to theouter cylinders, and when the gas mass kinetic flow, now usuallyreferred to as gas ram effect materially vary in-between the inner andouter cylinders, result in unequal filling of associated cylinders,causing: bad idling, vibration, loss of volumetric-and thermalefiiciency.

To harness the available ram effect, the inlet valves are arranged toclose after the deadcenter; however, the use of individual inlet pipesto each cylinder while providing them with individual carburetor isprohibitive in price, weight, exhaust heating complications, andfurther,no two carburetors perform in range equally. i 1

It is the object of my invention to increase the ram effect of an inletmanifold up to its full lineal length when-so desired by providing itwith effective substantially air foil flow direction changing vanes. Y

A further object is to increase the ram eiTect of the inner cylinders upto the outer cylinders while retaining the use of a customary singlecarburetor and single inlet manifold unit.

Further objects will appear as the description proceeds.

The drawings illustrate my invention at least to some engine types whereFig; 1 is a plan view of a single carburetor inlet 3 port inlet manifoldunit. for a usual 6 cylinder engine, with parts broken away. alsoshowing apart of the engine; Fig. 2 is a side elevation of the manifoldillustrated in Fig. l with parts in section substantially on line 22 ofFig. 1 and indicating the carburetor; Fig. 3 is a section substantiallyon line 33 ofzFig. 1; Fig. 4 is an enlarged drawing of the flowdirection changing vanes illustrated in Figs. 1 and 2 and specificallyshown on the bottom of Fig. '1; Fig. 5 is a plan view of the vaneassembly die-casting shown in Fig. 4; Fig. 6 is a sectionsubstantiallyon line"66 of Fig. v5; Fig. '7 is a modification of theinvention, illustrating a section, and corresponds to Fig. 3; Fig. 8corresponds to Fig. 3 and illustrates the use of the invention as anaccessory and as adopted to an existing manifold in greatest quantityproduction; Fig. 9 is a side elevation of a spring shown in Fig. 8, herehowever in released position; Fig. 10 is a plan view of Fig. 9; Fig. 11is a plan view of a manifold incorporating the invention to a 4 portdouble barrel single carburetor manifold casting, usually serving an 8cylinder in-line engine, and with parts broken away; Fig. 12 isa sideelevation of Fig. 11 with parts broken away; Fig. 13 is a sectionsubstantially on line l3-l3 of Fig. 12, here shown on a larger scale;Fig. 14 is a side elevation of the vane assembly shown in Fig. 14; Fig.15 is an end elevation of Fig. 14; Fig. lG is an enlarged plan view ofan elbow shown in the upper parts of Figs. 11 and 12; Fig. 1'7 is asection substantially on line l1l1 of Fig. 16; Fig. 18 is a sectionsubstantially on line Iii-l8 of Fig. 11, here shown in a larger scale;Fig. 19 is a modification of the manufacturing application of theinvention; Fig. 20 is a section substantially on'line 202li of Fig. 19.

Referring to Figs. 1 to 6 inclusive, it will be seen that a generallyelongated engine inlet manifold unit is provided with a substantiallycentral carburetor inlet passage l0 formed by a cylindrical wall I I,and is connected to a usual carburetor outlet, here, in Fig. 2.indicated by chain-lines l2, inlet passage ll! is connected to a usualexhaust gas heated distributing chamber duct 13 formed'by wall M and isprovided with a pair of angularly connected longitudinally extendinglong ducts [5 formed by rectangular walls l6 and terminatin andintersecting longitudinally spaced angularly connected, transversedirect ram terminal outer outlet ducts I! formed by rectangular wallsl8. Ducts I! being straight and perpendicular to engine, their lengthsform the direct ram. Walls [8 terminate in mounting faces 20 arranged tobe supported by engine cylinder head or engine block 2| as by cap screws22, ingthe usual manner, therefor the passage IQ is inlateral spacedrelation to the mountingv face or engine. Here, however, in theintersection of these ducts, generally at .23, ef-

fective fiow"directionchangin substantially air foil vane or vanes areprovided (to be described).

The inlet manifold is also provided with a central angularly connectedtransverse short inner direct ram outlet duct 24 formed by walls 2s andterminating in mounting face 28. All faces are in a single plane. Herehowever, to secure additional flow ram length, duct 24 is provided witha direct ram duct extension 26 arranged to pass under the distributingchamber 13 a vertical extension 21 and a distributing chamber connectingduct extension 28. Ducts 26, 2! and 28 are formed by outer walls 30 andan inner wall block 3!. To further increase the ram effeet, at theintersection of ducts 26 and 2? and also ducts 21 and 28, generally at23, direction changing substantially air foil vane or vanes are provided(to be described). To increase ram effect, it is important to note thatducts 2t, 26, 27 and 2B are disposed generally transversely to the longducts IS.

The distributing chamber I3 is surrounded by a usual exhaust gas heatingchamber 32 formed by outer walls 33 wherein a hot exhaust gas inletopening 3 1 is provided to heat particularly walls 35 that act as liquiddroplets evaporating hot plates in the usual well known manner.

As is clear from the drawings and especially from enlarged Figs. 4, 5and 6, the direction changing vane system, generally at 23, ispreferably formed of substantially air foil section vanes 36 and aninterconnecting air foil section support bar 37, at one end terminatingin a position locating fillet bar 38 and at the other end terminating ina spring loaded locking mechanism. This mechanism is disposed in anendchamber All arranged to operatively encompass a lock ll having anengaging nose 32 arranged to operate on a stationary fulcrum rod it, aV- shaped floating spring 44 in said chamber yieldingly urges the nose42 outwardly, thereby, after vfrom the distributing chamber to themounting .face, is but one-third as long (shown in Fig. 8) as the lengthof ducts to outer cylinders l and 2 or 5 and 5 respectively, thereforethe rain eiiect correspondingly is materially reduced to the centercylinders. Applicant by this invention however provides substantiallyequal length of ducts .to all cylinders, and by providing effectivedirection changing vanes, harnesses substantially the full length of thegas or air column for ram effectiveness, thereby materially increasingthe volumetric efliciency of the engine, provides better and equalmixtures and eliminates poor en gine idling characteristics, a subjectof great im portance now when automatic transmissions with hydro-kineticor hydro-torque converting devices demand slow idling and without anyloading characteristics for the smooth and fast acceleration of aVehicle. Equal gas distribution is more important with the new highcompressions to come.

When it is desired to increase the hot plate area and to lengthen theduct for increased ram effeet is illustrated in Fig. 7. Here the inletpassage I0 is lengthened, the lighter mixtures guided by the vanesdisposed at each end of vertical duct 21', generally at 23, create anincreased ram efiect, and the increased size hot plate quickerevaporates the heavy gasolin droplets. For simplicity of presentationthe indicating numerals are duplicated.

Fi 8 illustrates the cross section of a manifold now in great quantityproduction, to overcome idling difiiculties and to improve distribution,applicant proposes the insertion in the distributing chamber andtherewith directly associated transverse duct intersection of a vaneassembly as an accessory, to increase the ram effeet to the centralcylinders. Here vane interconnecting support bar 3'! at one endterminates in a V cut 45 the other end terminates in a position locatingfillet bar 553', having a securing spring adopting notch 45. As is clearfrom the drawing there is an undercut between the inner walls of inletpassage ill" and chamber l3". After the vane assembly is inserted in thedistributing chamber duct to the position illustrated, a straight bladespring (ll shown in free position in Figs. 9 and 10 is inserted intensioned bent position between said undercut and notch, urging theassembly to a wedged rattleproof position indicated. It is important tonote. that the adoption of this accessory does not entail any re-workand it becomes adoptable to a manifold while in its mounted position, bythe simpl expedient of the carburetor removal. With the use of thisaccessory vane the ram reflective length is increased substantially, upto the carburetor. For simplicity of presentation the in dicatingnumerals are duplicated.

Figs. 1, 2 and 3 indicate a three outlet manifold for a. 6 cylinderin-line engine, the advantages of increasing the ram effect for themidportion cylinders by duct lengthening and by the use of directionalvanes is not limited to 6 cylinder engines, as duly indicated in Figs.11 to 18 inclusive, where in a generally elongated inlet manifold unit 4transverse duct terminal outlets are provided. The pair of inner outletsusually serve cylinders 3 and 4 and 5 and 6 respectively. The pair ofouter outlets usually serve cylinders I and 2 and 1 and 8 respectivelyof an 8 cylinder in-line engine.

In the drawings, applicant indicates longitudi- ,nally substantiallycentral usual nearer to engine inlet passage 5i and further from engineinlet passage 50, both in lateral spaced relation from the mounting faceor engine, here however by connecting the carburetor passage 53, the onedisposed further away from the plane of the mounting faces 20 to theinner transvers terminal outlet ducts, increases the direct ram lengthof the inner ducts. As is clear from-the drawings, passage 59 isconnected to the distributing chamber duct 52 and angularly connectedlongitudinally extending long ducts 53 terminating in interconnectedlongitudinally spaced angularly connected transverse direct ram terminaloutlet ducts 54. At the intersection of chamber duct 52 and ducts 53 andducts t3 and 54, generally at 55, direction changing vanes are provided(to be described).

Inlet passage 5! when it is desired is similarly connected to anangularly connected longitudinal long duct 56, terminating in angularlyconnected intersecting direct ram terminal outlet duct 51. Passage 5i onthe opposite side is simiarly angularly connected to. a longitudinallong duct 58 having a vertical intersecting duct continuation 60 formedby walls 16 and terminating in transverse angularly connected direct ramterminal outlet duct 57. At the intersection of ducts 60 and 5?,generally at 55, a duplicate direction changing vane is provided. Itwill be noted, that the direct ram ducts 54 are longer than direct rainducts 5'1. To provide full length normally horizontal terminal outlets54 and 51 to avoid gasoline condensation puddles, it is important tonote that the duct 53 is on a differing level than the associated ducts56 and 58.

As is clear from the drawings and more particularly from enlarged Figs.13, 14 and 15, the direction changing means, generally at 55, are formedof substantially air-foil vanes 36' preferably of extruded spot-weldablematerial and a pair of interconnecting end supports, preferably ofspot-weldable sheet metal having a center portion 61 welded to the endsof the vanes, and a pair opening variation accommodating flaringportions 62, longitudinally terminating in bendable lip portions 63 atone end, and in position locating curved portion 64 at the other end. InFig. 13 chain line 65 indicates the bending line of the therewithassociated lip 53 here shown in a re-straightened vane assemblyanchoring position, whereas in Figs. 14 and 15 the lips on the one sideof the assembly are bent temporarily inwardly, arranged to pass over theinterfering corner between the inner sides of two adjacent ducts, andhere are shown in readiness for insertion in the duct intersections. Itis important to note that the bent lips indicated in Figs. 14 and 15 arere-straightened with a suitable tool after the vanes are inserted,thereby locating the vanes in a wedged rattle-proof relation in itsrespective duct intersection.

In the intersection of ducts 58 and 60 applicant prefers to provide avane assembly illustrated in a larger scale in Figs. 16 and 17. Here,the duct wall 16 is provided with a circular machined opening 66arranged to support a vane assembly havin substantially air-foil sectionvanes 35" and therewith integral securing flange 5? for the use ofsecuring screws 68. This vane assembly is preferably a die casting ofmetal (or plastic, not shown).

For simplicity of presentation here also the indicating numerals areduplicated.

When it is desired to substitute for the insertable vanes directlycast-in vane or vanes, this is illustrated in Figs. 19 and 20. Heresubstantially air-foil vanes 36" are located in the usual duct castingcore (not shown) to engage the outer wall thickenings 16 in the usualwell known manner.

To avoid duplications applicant only illustrates demountable manifoldcasting units for 6 and 8 cylinder in-line engines, whereas, theinventions benefits are equally applicable to non-demountable inletducts or to 2 cylinder or V engines, or engines of 2 or 4 cycle ordiesel types (not shown), or hot air or hot gas combustion engine ofgreat revival and future where speedy and efiicient communicationbetween transfer and working pistons is desired (not shown) Recentstudies in high speed air tunnels resulted in the abandonment of tunnelcurvings and the adoption of rectangular air tunnel elbows when providedwith efiicient direction changing vanes, from these studies most of thefactors on vane system nozzle characteristics such as; aspect ratio,boundary layer control, parasitic flow pattern at the local sonicvelocity, became recently known and thereby vanes in inlet manifolds nowcan be produced to result at better than 94% efficiency.

It is important to note, that in Figs. 1 to 17 inclusive and Figs. 19and 20, applicant illustrates clusters of flow direction changing vanesall of equal width, having substantially air foil sections, disposed inthe intersection of two substantially equal width ducts. It will also benoted that the width of all the air foil sections, as measured from theleading edge to the trailing edge, are-materially less than the width ofeither of said associated ducts, thereby skin friction and parasiticflows are reduced.

While I have herein shown and described only certain specificembodiments of my invention and have suggested onlycertain possiblemodifications, it will be appreciated that many changes and variationscan be made to suit particular conditions and embodiments of use, without departing from the spirit and scope of my invention.

What applicant claims as his invention:

1. A combustion in-line engine, a generally elongated inlet manifoldunit having an inlet passage in lateral spaced relation from saidengine, on said engine, substantially centrally placed angularlyconnected transverse outlet duct of materially greater length than thelateral space in-between said passage and engine connecting said passageto said engine, and a flow direction changing vane in said connection.

2. A generally elongated inlet manifold unit including an inlet passageand thereto connected exhaust heated distributing chamber and therewithdirectly associated transverse outlet duct, an accessory, substantiallyair foil flow direction changin vane assembly disposed in said chamberin the angle of said duct, and means to secure said assembly in saidchamber.

3. A generally elongated inlet manifold unit having a pair of inner anda pair of outer outlets terminating substantially in a single plane,including a pair of substantially centrally disposed inlet passages inlaterally spaced relation from said plane forming a near end and a farpassage from said plane, and duct connections in between said farpassage and inner outlets and in-between said near passage and outeroutlets, wherein angularly connected ducts with flow direction changingvanes between said ducts are included.

4. In an inlet manifold an inlet passage in association with a manifoldduct of substantial length in respect to its width, said ductterminating in an angularly disposed duct, said ducts forming anintersection, and a substantially air foil section flow directionchanging vane disposed in said intersection.

J ULES HALTENBERGER.

References Cited in the file of this patent UNITED STATES PATENTS Number

